Internal-combustion engine.



H. MENSFORTH.

INTERNAL COMBUSTION ENGINE.

APPLlCATION FILED DEC.20, 1910.

Patented Feb. 6, 1917.

Lglvgs.

l Speed Gaye/720p WJTNESSES:

HIS ATTORNEY IN FACT.

iI-IOLBERRY MENSEORTH, OF MANCHESTER, ENGLAND, ASSIGNOR, BY MESNE ASSIGN- MENTS, TO THE COLONIAL TRUST COMPANY, TRUSTEE,

OF PITTSBURGH, PENNSYL- VNIA, A. CORPORATION 0F PENNSYLVANIA.

INTERNAL-COMEUSTION ENGINE.

Application led December 20, 1910.

To all whom t may concern Form', a subject of the King of Great Britain, and a resident of ili/lanchester,lng

A land, have made a new and useful Invention l 1n linternal-Coinbustion llngines, oi.E which the followingis a specification.

This invention relates to internal combustion engines and has for its object to construct an improved engine of this kind.

internal combustion engines may be broadly divided into two classes, in one of which the cylinder is lilled with a charge of gas and air, and this explosive mixture coinpressed to a pressure which may be in the neighborhood of 180 pounds per square inch or more as `.a maximum but which in many cases is much less. This compressed charge is then ignited and the combustion is approximately instantaneous. This is the-sys- `which, what are commonly known as gas engines, operate. In the other class of internal combustion engine.y a charge consisting substantially or wholly of air, is compressed to a much higher pressure than is employed in the former class, pres- Sures in the neighborhood of 600 pounds per square inch being common. (')il is then forced into the combustion chamber and ignites owingr to the heat of the compressed air. rThe combustion continues as long as the oil valve is open and has not as a general rule the characteristics of an explosion.

According to the present invention, the improved engine possesses some oi the characteristics oi both classes of enginel above mentioned, that is to say, provision is made for compressing an explosive charge in thc cylinder to the ordinary pressure employed in a gas engine, this charge is then ignited and after ignition, oil together with some or all of the air requisite' for its complete v length of time during which oil is supplied to the cylinder is preferably determined by a -governor of any suitable type, which is,

however,l either solconnected with the. oil

und air `valve that the opening of said valve, when the valve opens at all, occurs about the same pointin the cycle, the time of clos- Speccation of Letters Patent.

Patented Feb. 5, 191'?.

senza No. 593,449.

l, ing being determined by the governo'r, or Be 1t known that l, lloLBnnnv Mansthe governor is connected controlling the amount of oil injected.

ln order that the nature of the invention may be clearly understood, l will proceed to to the fuel pump describe the saine with reference to the ac- 'tion chamber through a passage. 1 formed in the wall oi the combustion chamber and is controlled by means of a valve 2 here shown as ot the conica] or puppet type located within a casing 3 attached to the wall of the combustion chamber and comprisinga chamber 4 to which air is supplied under pressure through a pipe and passage. 5 in open communication therewith. The air admitted to thel chamber 4 is compressed prior to its entrance into this chamber by means oi a. pump (not shown) driven by the engine or b v other means. Formed within the casing 5l is a duct or passage (i for the liquid iuel connected by means of a pipe 7 to lthe source ol liquid fuel supply and leading to the seat 8 ol the valve L. 'lhe valve 2 is normally retained upon its scat by means ol a spring fi surrounding the stein l() ol' the said valve and interposed between a collar 11 l'ornled on the stein and a web 12 attached to the wall of the chamber The pressure of the air in the chamber 4- may l t about 5() pounds per square inch higher than the pressure in the combustion chambe' at the time of ignition so that the air admitted from the chamber 4 will atomizethe liquid i'uel and car-ry the same into the combustion chamber. The liquid fuel may be normallyr maintained under pressure by means of the same pump as allccts the compression oi the air or it may be supplied to the combustion chamber by means oi a fuel injection pump of any suitable and well known construction, which is arranged to cause the injection ot' the fuel when the valve 2 is moved from itsl seat.

The' opening of the valve 2 is effected by means of a bell crank leverx 13 pivotally ln eccentric 20 mounted upon a shaft 21 driven from the cam shaft of Ithea-engine by means or bevel gearing '22. The recipro eating 'rod 19 1s maintained in position to operativelyv engage with the arm of the bell crank lever 13 by means of a spring actuated stop 23 which is yielding'ly heldin engage- Ament therewith. Pivotally mounted at2-l '/upon a bracket 25 attached" to the valve cassoI -ing is a two-armed lever 26, one arm 27 of which is provided with a. projection 28 for engaging with one end of the reciprocating rod 19. The'other arm of the lever 26 is connected by means oi suitable link-work and a bell crank lever Q9 to the operativ member of the governor. f

The upper extremity of the reciprocating rod 19 is provided with a cam surface 30 -coperating with a wheel or roller attached to the projection 28; the interval of time during which the projection 18 will be maintained in engagement with the arm 17 o'l the bell crank lever is dependent upon the position of the projection 28 relatively to the cam surface 30, as will be hereinafter. explained. i

The operation of the apparatus is as folloWs:-

WVhen the explosion of the gas and air mixture has occurred in the combustion chamber and the piston has commenced its outward stroke, the projection 18 on the reciprocating rod 19 will be brought into engagement with the` arm 17 of the bell crank lever 13, the latter of which will be rotated upon its pivot and acting upon the stem 10 of the valve 2 will open the valve and admit a charge ol liquid fuel and air from the chamber 4 into the combustion chamber. It will be understood that the timing mechanism will be so arranged as to accurately determine the point in the cycle at which the projection 18 on the reciprocating rod will be brought into engagement with the arm of 'the bell crank lever and effect the opening of the valve 2. When the reciprocating rod 19 has moved sufficiently to bring the cam surface 30 into engagement with the roller on the projection 28, the projection 18 will bc moved out of engagement With the arm 17 of the bell crank lever, thereby permitting the valve l to remain vclosed due to the action of the spring 8 and the supply or air and liquid fuel will remain cut ofi'.

It will readily be seen from an inspection of Fig'. 1 that the position of the projection 2S relatively to the cam suracewill determine the point at which the elfective portion of the cam will move the reciprccat ing rod 19 against the action et the spring actuated stop 23 and consequently the point at which the projection 18 is moved free from the arm17 of the bell crank lever. It should be noted that the point or opening or the valve 2 whenever it is opened is an invariable one since the projection 1S will then be brought into engagement with the arm 17 or the bell. crank lever at each downward movement ci the reciprocating rod 19. The interval or' time during which liquid fuel and air under pressure are supplied to the combustion chamber is dependent upon the time at which the arm or" 'the bell crank lever is released from tie projection on the reciprocating rod 19. Under these circumstances the opening or' the air and liquid fuel valve will always occur at the same point in the cycle, the amount or" fuel injected into the combustion chamber being dependent upon the interval ot time during which the valve 2 is lifted from its seat. v

Under some circumstances it may be preferable to vary the amount of liquid fuel supplied to the engine by employing a liquid fuel injection pump, the stroke or the pump and consequently the amount of liquid fuel which is injected into the combustion chamber being arranged to be varied automatically in accordance with the load upon the engine.

It will be observed that in the improved engine according to this invention, the advantage oi'a prolonged combustion period is obtained without the necessity for the high pressure where the time of combustion is very short.

Although the invention is particularly applicable to engines operating on the fourstroke or Otto cycle, it Will be understood that it is not limited in this respect and may be applied to engines operating on 'the two-stroke cycle, for instance. Furthermore, the invention is not limited to the construction of valve mechanism herein described and illustrated for controlling the supply of liquid fuel admitted to the coin.- bustion chamber and various modicatiwzsy may be made without exceeding the scope of the invention, for instance in place of the single valve for controlling the supply olf liquid fuelandlair to the cylinder, two sep arate valves may be employed rorvthis purpose, the fuel valve being arranged to be las closed prior to the air inlet valve, the latter of which may be arranged to independently vary the amountof-air admitted to the combustion chamber in accordance with the load or to operate in conjunction with the valve controlling the supply of liquid fuel, both valves being under the control 'of the governor.

Having now particularly described and ascertained the nature of my said invention and in what manner the sameis to be performed, l declare that what I claim is:

internal combustion engine provided With an exhaust valve and a gas and air mixture inlet valve, a liquid fuel supplemental supply, a supply of air under pressure. a valve common to said supply of air under pressure and said liquid fuel supply and adapt-V ed to control the admission of the same to said engine cylinder, a speed governor for said engine and a tripping mechanism operating synchronously with said engine under the control of said governor for opening y vsaid valve.

2. In combination with the cylinder of an internal combustion engine having a fuel admission port, an exhaust port, and an auxiliary mixture supply port, an auxiliary fuel supply, and an auxiliary air supply communicating with said auxiliary port, an auxiliary valve for controlling the delivery of fuel and air from said auxiliary supplies, and governor controlled means for opening said auxiliary valve at a determined point of the engine cycle and for timing the duration of the open period of the valve in response to variations in the load demand.

3. In combination in an internalcombustion engine having a cylinder provided with a main admission port, an exhaust port and an auxlliary fuel supply port, an auxiliary fuel supply and an auxiliary air supply communicating With sadauxiliary fuel supply -v gine.

4l. In combination in an internal combustion engine having a cylinder provided with 1. In combination With the cylinder of an a mixture supply port, an exhaust port and an auxiliary fuel admission port, a valve for controlling the delivery of liquid fuel through said auxiliary port and governor rcontrolled variable. cut-off trip mechanisms for opening said valve and for timing the open period of said valve in response to variations in the load demand on the engine.

5. In combination with an internal combustion engine having a cylinder provided With a mixture admission port, an exhaust port and an auxiliary fuel supply port, an

,auxiliary liquid fuei supply and an auxiliary air supply communicating with said auxiliary port, an auxiliary valve for controlling the delivery of air and liquid fuel through said auxiliary port and a governor controlled trip mechanism for opening said valve at an invariable point in the engine cycle and for timing the duration of the open period of said valve in. response to, variations in the load demand.

In testimony whereof, I have hereunto subscribed my name this 28th da; of Tfr vember 1910.

HOLBERRY MENSFURTE Witnesses:

PERCY WM. Hom, H; R. Krrsou. 

